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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>THE VERTICAL VIBRATION OF SHIPS</title>
      <link>https://trid.trb.org/View/158236</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/158236</guid>
    </item>
    <item>
      <title>MEDIUM-SPEED ENGINE PERFORMANCE TABLES</title>
      <link>https://trid.trb.org/View/166514</link>
      <description><![CDATA[The table lists 175 different engines in terms of manufacturer, configuration, design and construction details, speed, efficiency and other performance characteristics.  Engines from 24 to 1350 kW power per cylinder and speeds of 300 to 1200 rpm are included.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166514</guid>
    </item>
    <item>
      <title>HIGH TURN-DOWN-RATIO ENGINE</title>
      <link>https://trid.trb.org/View/166541</link>
      <description><![CDATA[A new German fishery protection ship will have twin MWM type TBD510L8 8 cylinder medium-speed diesel engines developing 4000 bhp each at 750 rpm.  Maximum speed will be 20 knots, andd the engines are capable of running continuously at as little as 10% power for creep propulsion (4-13 knots) using intermediate fuel oil. The 400 dwt vessel has an o.a. length of 83.15 m, a draught of 4.40 m, and a crew of 29, resiliently mounted engines and a central cooling system.  Operation at maximum speed, cruising speed and creeping speed is described in some detail.  Machinery arrangement is shown.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166541</guid>
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    <item>
      <title>MODERN APPROACH TO MAINTAINING A SMOOTH UNDERWATER HULL</title>
      <link>https://trid.trb.org/View/166545</link>
      <description><![CDATA[The article, based on a recent two-day conference held in Sandefjord, Norway by Jotun Marine Coatings, summarizes the most significant developments in the field of reactivatable and self-polishing antifouling paint systems.  The economics of self-polishing is illustrated by examples.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166545</guid>
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    <item>
      <title>REVISED FUEL TREATMENT PRACTICE</title>
      <link>https://trid.trb.org/View/160831</link>
      <description><![CDATA[Alfa-Laval has revised its recommendations for fuel-treatment installations to cope with the poorer-quality residual fuel expected to become more widespread in the near future.  The newer proceses are leaving only 25% or less of the crude oil as residual fuel instead of 40 or 50%.  With a greater concentration of residues these fuels have significantly different properties, including increased specific gravity, viscosity, and sludge content.  All residual fuels are contaminated with salt water, sand, rust, and organic matter.  If the fuel oil contains catalytic-cracked residues, catalyst fines are also to be expected.  Since cleaning of modern residual fuels involves operating near the limits of separator performance, it is advised that two similar-sized self-cleaning centrifuges are operated in series, the first as purifier and the second as clarifier.  To complement the centrifugal separators, particular attention should be paid to the design and operation of the settling tank to ensure satisfactory pretreatment. Alfa-Laval's latest recommendations are summarised.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160831</guid>
    </item>
    <item>
      <title>IMPACT OF FUEL COST AND ANTICIPATED DEVELOPMENTS IN TECHNOLOGY ON SHIPS OF THE 1990'S AND THEIR OPERATION</title>
      <link>https://trid.trb.org/View/161205</link>
      <description><![CDATA[The Author, who is Technical Director of British Shipbuilders, discusses possible technical developments and fuel cost over the next decade.  At the pace historically found in marine progress, it could take to 1986/87 to develop a new item of ship machinery, such as a fluidised-bed boiler, to the stage where it can be widely accepted.  Although the container ship and ro-ro vessel developed more rapidly, these changes stemmed from the need to handle cargo more efficiently, which is easier to achieve.  Developments to be expected over  the next 10-15 years will be associated with fuel cost and the search for new propulsion systems.  There will be increased automation controlling machinery and reducing manpower with electronic systems.  With even fewer men on board, when emergencies occur they will be very real.  The dangers inherent in over-reducing a ship's crew are discussed, as well as factors such as better hull forms, increased propulsive efficiency, and alternative power sources and fuels, e.g. coal and coal/oil mixtures.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/161205</guid>
    </item>
    <item>
      <title>AUXILIARY POWER FROM DIESEL MAIN MACHINERY AND INDEPENDENTLY DRIVEN GENERATORS</title>
      <link>https://trid.trb.org/View/165957</link>
      <description><![CDATA[The article reviews the merits of alternative systems, and comments on available machines with the high cost and low quality of fuel in mind.  Shaft-driven generators, gearbox-driven generators and main engine-driven generators are considered.  Turbo-generators with waste heat recovery are discussed and other fuel saving expedients are briefly dealt with.  Guidelines for a design study are discussed.]]></description>
      <pubDate>Thu, 12 Mar 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/165957</guid>
    </item>
    <item>
      <title>HEAVY DUTY ANTIFOULING COATINGS</title>
      <link>https://trid.trb.org/View/160824</link>
      <description><![CDATA[Savings in fuel consumption and slower operating have led to an increased demand for high-quality antifouling paints. The Toa Paint Co. has therefore carried out an extensive research and development study to produce a heavy duty antifouling paint, HD-A/F, incorporating an entirely new method of leaching toxic chemicals.  This is described as a "hydrophilic graft polymer" which possesses excellent water resistance and controlled water permeability. The antifouling agents dispersed in the coating gradually dissolve out accompanied by the water which has penetrated.  The paint is claimed to be very effective, provides excellent protection over a long period, and is especially suitable for boot-topping application.  The paint specification is given in a table.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/160824</guid>
    </item>
    <item>
      <title>SULZER RLA90-AN IMMEDIATE SUCCESS</title>
      <link>https://trid.trb.org/View/148306</link>
      <description><![CDATA[The new Sulzer 6RLA90 prototype Diesel engine was recently demonstrated by Winterthur to an international gathering, together with a typical Sulzer bridge control system and a number of other engines.  Use of the new BBC Series 4 high-pressure ratio turbocharger and relief under-piston scavenge air pumping at above two-thirds load have made a significant reduction in the fuel consumption, which is now 142 g/bhp referred to ISO 3046/1 conditions.  The new engine is the largest of the long-stroke series and to enable it to be installed within limited headroom, the turbocharger module can be mounted off the engine to either end or above, in the casing.  The piston-rod seats on the top flat of the crosshead pin and is attached by means of a set bolt instead of by a threaded tail passing through the pin.  The 6RLA90 engine will be offered with from four to 12 cylinders.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148306</guid>
    </item>
    <item>
      <title>SEAMATIC--A MARINE MACHINERY TREND ANALYSIS SYSTEM</title>
      <link>https://trid.trb.org/View/148309</link>
      <description><![CDATA[An important item in the recent conversion of the VLCC Mobil Hawk from steam-turbine to twin-geared medium-speed Diesel propulsion is her machinery surveillance equipment, which comprises the latest information-presentation, supervisory, and condition-diagnosis outfit.  The equipment has been supplied by Megasystems Inc. a company specialising in engine-room monitoring and alarm systems.  The Seamatic II system is the result of intensive research, development, and practical testing.  All the elements are designed to withstand continuous vibration and humid, oily, and corrosive atmospheres. Each system is designed individually and in the case of the Mobil Hawk it provides constant engine and condition monitoring, data analysis, and storage. Each measurement is continuously displayed on a digital read-out panel in the engine room.  The processor automatically examines each parameter to determine if it is off-limits, in which case audible and vision alarms notify the engine room and responsible personnel who may be outside it.  The interface provides a "traffic control" centre for the flow of information between the engine-room display unit and the remote trendline waveform terminal.  It sends both periodic and random complete engine-room logs and alarm conditions to the trend-line terminal for permanent storage and display; real-time clock records the month, data, and time of all the information sent to the terminal.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148309</guid>
    </item>
    <item>
      <title>A SLOPS AND TANK WASHINGS RECEPTION STATION FOR SETENAVE</title>
      <link>https://trid.trb.org/View/152559</link>
      <description><![CDATA[The tank cleaning and slops reception plant, a complementary facility to the Setenave ship repair yard, is a fixed installation situated on an artificial isthmus.  A pier extends beyond the reclaimed site at which ships of up to 500,000 dwt can be secured, and at present the approach to the channel is dredged to permit the reception of ships with draughts of up 28 ft.  The slops reception and oil/water separation plant are described.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152559</guid>
    </item>
    <item>
      <title>TESTS WITH COAL BASED FUELS</title>
      <link>https://trid.trb.org/View/152567</link>
      <description><![CDATA[A brief summary of the work performed to date by the firm Sulzer Bros., in conjunction with the Thermo Electron Corporation on request by the US Department of Energy, to survey the potential of coal and coal-based fuels in large diesel engines, is given. The work, which has been going on for more than a year, shows promising results with SCR II de-ashed "liquid" coal, a solvent-refined dark red liquid with the consistency of paraffin.  The production process for this fuel is outlined, and engine test results are reported.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152567</guid>
    </item>
    <item>
      <title>THE SHARPLES FUEL OIL WASHING SYSTEM</title>
      <link>https://trid.trb.org/View/147043</link>
      <description><![CDATA[The Author, of Pennwalt Ltd, discusses the water-washing of crude and residual oil fuels, in particular of the removal of sodium from such fuels before they are burned in industrial gas-turbines, including ships' engines of this type.  Sodium is the main component in the formation of certain corrosive compounds in these turbines, and is particularly harmful to the turbine blades.  The Sharples water-washing system for these fuels is described.  The plants offered incorporate G1500 or G3000 Gravitrol disc centrifuges, and cover handling capacities of between 2 and 60 tonnes/ hr.  The system, which is normally two-stage, can incorporate more stages to suit the degree of sodium removal required, and a vanadium inhibitor can, if required, be included (vanadium cannot be removed by water-washing).  All major items in the plant, including the centrifuges and the pumps, have a standby so that maximum throughput can still be obtained during routine maintenance or other stopages.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147043</guid>
    </item>
    <item>
      <title>THE ROLE OF CHEMICAL TREATMENT AS FUEL QUALITY DECLINES</title>
      <link>https://trid.trb.org/View/147050</link>
      <description><![CDATA[The declining quality of residual oil fuels, with the prospect of these fuels having over 500 ppm vanadium, over 100 ppm sodium, and over 5% sulphur, and having specific gravities close to that of water, is a matter of concern to the manufacturers of engines, boilers, separators, and other equipment.  From the user's viewpoint, the problems can be divided into those affecting handling and those affecting combustion.  Residuals form various sources of crude can be characterised by their properties.  Some significant properties are: specific gravity; carbon residue; sulphur, vanadium, nickel, and iron contents; wax content (which is becoming increasingly troublesome with crudes from the Far East); pour point; and viscosity. However, the ship's engineer will often not know the source of the fuel bunkered.  After a brief general consideration of these problems, the Author, of Drew Chemical Corp., examines them further and briefly discusses some chemical treatments for their alleviation, under the headings: Sludge; Wax; Stratification; Combustion Problems in Boilers; Combustion Problems in Two-Stroke Diesel Engines; Combustion Problems in Four-Stroke Diesel Engines.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147050</guid>
    </item>
    <item>
      <title>INERTA 160--A BOTTOM COATING SYSTEM FOR SUPER HEAVY DUTY</title>
      <link>https://trid.trb.org/View/145792</link>
      <description><![CDATA[Friction between the hull and the ice is a primary factor of ship resistance in ice, and calls for bottom coatings that will withstand ice abrasion, particularly near the waterline.  Inertia 160, the special hull-coating developed for ice-going ships by Teknos-Maalit Oy, the Finnish associate of International Marine Coatings, has successfully under gone a number of comparative tests with other coatings, both in the laboratory and fullscale, and over 140 vessels have been coated with it since 1972.  The article outlines the results of full-scale tests on this coating, carried out during the normal operation of icebreakers and other ice-going ships.  Service testing described includes that by the sister ships Sisu and Urho Finland's largest icebreakers; Sisu was coated with Inerta 160 and Urho with a competing system (a solvent-free epoxy); after two years' operation, the Inerta 160 was still in very good condition, but the epoxy coating showed nearly total collapse.  The article also outlines some service tests by the U.S. Coast Guard and some laboratory tests in which Inerta 160 was compared with a polyurethane system.  Among the ships that have been bottom-coated with Inerta 160 is the Wartsila-built high-speed Baltic ferry Finnjet; about 6,000 sq m was coated, and two years later (after one winter in service) this was still intact.  The article also includes brief information on the method of application (stated to be complicated but worthwhile) of this coating, and on its advantages in relation to fuel consumption and repair costs.]]></description>
      <pubDate>Tue, 27 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145792</guid>
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